Railway block system.



No. 699,542. Patentd May 6, I902. J. S. MATSON.

RAILWAY BLOCK SYSTEM.

, (Application filed. Jan. 13, 1902.)

(No ModeL) i 2 Sheets-.Sheet 1.

h wafuz s mvz u'ron no. 699,542. Patented May 6, I902.

J. S. MATSON.

RAILWAY. BLOCK SYSTEM.

(Application filed Jan. 13, 1902.)

2 Sheets-Sheet 2 (No Model);

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WITNESSES 1' INVENTOR 747M 1 6- nu y: NCRRIS Pzvzas o o., wpjoumm.WASHINGTON. o. c.

UNIT-ED STATES PATENT OFFICE.

JOHN S. MATSON, OF GREENVILLE, PENNSYLVANIA.

RAILWAY BLOCK SYSTEM.

$PEGIF1GAT1QN formingpart of Letters Patent No. 699,542, dated May 6,1902. Application filed January 13, 1902. Serial No. 89,466. (No model.)

To all LU/2,0777, it may concern:

Be it known that I, JOHN S. MATSON, of Greenville, Mercer county,Pennsylvania, have invented a new and useful Railway Block System, ofwhich the following is a full, clear, and exact description, referencebeing had to the accompanying drawings, forming part of thisspecification, in which- Figure l is a perspective view showing asingle-track railroad provided with my improved system. Fig. 2 is adiagrammatic plan view of the same; and Fig. 3 is a view similar to Fig.2, showing a similar form of the system.

My invention relates to a block system for railroads, such as steam orelectric roads, and more especially to single-track systems, and it isdesigned to provide a block system which will do away'with time-tablesand the classification of trains, also the necessity for telegraphictrain-orders, do away with the delay incident to such orders, and avoida misunderstanding and prevent collisions upon the system.

In the drawings, referring to Figs. 1 and 2, in which I show thepreferred form of my invention, 2 represents a single-track railroadhaving at the block-station lap-sidings 3 3, extending from theblock-station on opposite sides of the track. At the outlet or clearanceto the end of each of these sidings a switch i of ordinary form islocated, which is connected to operating mechanism in the single tower5. Each of these switches is also provided with hand or electricoperating mechanism 6in connection with the usual switchstand. Thesignal-tower also contains mechone semaphore extend in the oppositedirection to those upon the other, one set governing the trains comingin the opposite direction from that governed by the other semaphore.Each blade is provided with the usual green and red lights for use atnight, the

horizontal position of a blade or a red signal indicating danger, whileperpendicular position or green light indicates clear.

In the clearance position of each siding is placed a derail 10, having adwarf-signal 11 to indicate its position. When the small arm of thedwarf-signal isin a horizontal position or shows a white light at night,it indicates that the derail-switch is open and the train must bestopped before passing it. \Vhen this arm is perpendicular or shows agreen light at night, it indicates that the derail is closed, main-trackswitch open, and the train can proceed. These derails are also operatedfrom the signal-tower at the block-station.

In the operation of the system the train approaching the block-stationfrom either direction is governed by the semaphore-signals. All trainsmust approach under full control, prepared to stop before passing thesemaphore-signals when they indicate danger. The lower blade of thesemaphore for this train, if in a horizontal position, indicates thatthe switch is open for the siding. The train then takes the siding,clearing the main track, passing the red signals. I When the lower bladeis perpendicular or shows a green light at night and the upper blade ishorizontal or shows a red light at night, the train will stop beforepassing the signal and hold the main track until the upper bladeindicates clear. After the train has entered the siding and cleared themain track it is governed by the dwarf-signal at the derail near theopposite end of the siding, and when a train has been side-tracked andafterward receives a clear position of the dwarf-signal it will proceedto the next block-station, Whether any train has passed or not, the sameas though the main-track signal had been received at the block-station.When it is necessary for a train to back out of a siding at ablock-station, it will be governed by the main-track block-signal afterit has returned to the main track.

In the form of Fig. 3 there is only one siding 3 at the block-station,this siding having a derail 10 near its clearance at theopposite endfrom the block-station, the semaphoresignal 7 on this side having thetwo blades, as in the first form. The main track 2 is also provided witha derail near the end of the siding next to the block-station, and. thesemaphore upon this side has but'one arm to indicate clear. or danger.In this form whenever the one-arm semaphore indicates danger trainswill. stop before passing a derail in the main track'and remain until aclear-signal is given. If a train is to be met or passed, the operatorWill run it through the siding, opening both ends of the siding beforearrival of the expected train. After a train has been stopped in thisform if conditions are such that markers on the rear of ing siding openat the opposite end of the siding from the block-station will not stop,but proceed to the block'station upon the siding and be governed by themain-track blocksignal at the block-station.

The engineman when approaching blockstations calls for changing thesignals from danger to clear, and when he receives this signal the trainmay proceed to the next block-station regardless of any train.

It will be seen that the advantages of my invention result from the useof two derails in connection with signals for indicating the conditionof the main track and the siding or sidings. Trains are governed byblock-signals, and after stopping there is no waiting for orders to beobtained at the tower. A large amount of time is thus saved, preventingdelays to the trains, reducing the force at the despatchers office, andpreventing collisions. The liability to misunderstanding of orders,which is a frequent cause of collisions, causing loss to life, is doneaway with. One train has no more rights than another. Trains never dieor outlaw. They retain the same identity from start to finish 1;. 8.,extra.

Changes may be made in the form and arrangement of the sidings, thederails, signals, 850., Without departing from my invention.

I claim 1. In a railway block system, a block-station having at leastone siding, a derail in the siding, and semaphore-signals for the sidingand main track; substantially as described.

2. In a railway block system, a block-station having a siding, a derailnear the clearance of the siding, and provided with a signal, andsemaphore signals upon opposite sides of the track at the entrance endof the siding; substantially as described.

3. In a railway block system, a block-station having an operating-tower,a siding having a derail with a signal, semaphore-signals for the maintrack and siding, and connections leading from the switches, derail andsignals to the tower; substantially as described.

4. In a railway block system, a block-station having at least onesiding, two derails located in the tracks adjacent to the station andhaving signals, semaphore-signals for the main track and sidings, andconnections leading from the switches derails and signals to theblock-station tower; substantially as described.

5. In a railway block system, a block-station having two lap-sidings, aderail in each siding provided with a signal, and semaphoresignals forthe sidings and main track; substantially as described.

6. In a railway block system, a block-station having an operating-tower,two lap-sidings, a derail on each siding, semaphore-signals for thesidings and main track, and mechanism in the tower for operating theswitches, derails and signals; substantially as described. I

In testimony whereof I have hereunto set my hand.

JOHN S. MATSON.

lVitnesses:

C. N. BROWN, H. L. KEOK.

